Fuel feeding apparatus for internalcombustion engines



Sept. 15, "1953 'H. L. KNUDSEN 2,652,041

FUEL FEEDING APPARATUS FOR INTERNAL-COMBUSTION ENGINES Filed April 8, 194a .e SheetsSheet 1 INVTOR.

Hansl. flnudsew,

Sept. 15, 1953 H. 1.. KNUDSEN 2,652

FUEL FEEbmc APPARATUS FOR INTERNAL-COMBUSTION ENGINES Filed April 8, 1948 e Sheets-Sheet s INVEN TOR.

Se t. 15, 1953 H. L. KNUUSEN 1 2,

FUEL FEEDING APPARATUS FOR INTERNALGUMBUSTION ENGINES. Filed April 8, 1948 r s sheets-she t 4 INVENTOR. 15 52 73617. Knudfia 9. 54,.- y a Sept. 15, 1953 H. 1.. KNUDSEN FUEL FEEDING APPARATUS FOR INTERNAL-COMBUSTION ENGINES Filed April 8, 1948 6 Sheets-Sheet 5 @w my mmm mw IN V EN TOR. flan al/fnudsem Se t. 15, 1953 H. 1. KNUDSEN FUEL FEEDING APPARATUS FOR INTERNAL-COMBUSTION ENGINES Filed April 8, 1948 6 Sheets-sleet 6 Patented Sept. 15, 1953 UNITED STATES PATENT OFFIC FUEL FEEDING APPARATUSFQB' INTERNAL- COMBUSTION ENGINES Hans L.'Knudsen, Columbus, Ind., assignor to -Cumm'ins Engine Company, Inc., Columbus,

Ind.,-'acorporatio'n of Indiana Application'Apr-il 8, 1948, Serial No. 19,853

4. Claims. (01.123-140) rate of feed of the fuel may be accuratelycon- 1 trolled.

Another important "object is to'pr'ovide fuel feedingapparatus of the'foregoing character, in which the rate of'feed o'f the fuel is controlled by a novel mechanism operated by a combined governor and manualcontrol.

A more specific object is to provide fuel feeding apparatus of the foregoing character, in which a fue1 metering pump draws fuel from a source of fuel under pressure through a distributor and delivers it back through the distributor to'the respective cylinders, the distributor being of novel disc type construction utilizing separate discs for the intake to and the discharge fr'omthe metering pump.

Another of the more specific objects is to provide, in fuel feeding apparatus of' the foregoing character, novel mechanism for actuating the fuel metering pump and for'varying the stroke thereof to vary the quantity offuel-supplied to the cylinders and thus control the speed of the engine. 7

A further specific object is to provide, in "fuel feeding apparatus of the foregoing character, novel linkage for connecting the combined governor and manual control with the mechanism for varying the stroke of the fuel'rneteringpump.

Still another object is to provide, in fuel feeding apparatus of the foregoing character, a novel overspeed stop device which may be either automatically and manually operated or merely manually operated to suit the particular usage of the engine. I

Other objects and advantages will become apparent from the following description taken in connection with the accompanying drawings, in

which:

Figure 1 is a side elevational view of a fuel feeding apparatus embodying the features-of the invention.

Fig. 2 is a longitudinal vertical sectional View of the apparatus shown in Fig. 1.

Fig. 3 is a fragmentary horizontal sectional View taken on the line 33 of Fig. 2.

Fig. i is a fragmentary horizontal sectional viewtaken on'the line i -4 of Fig.2.

Fig; 5 is a fragmentary horizontal sectional view talzenonthe lined- 5 of Fig. 2.

Fig. 6 is a fragmentary horizontal sectional view taken onthe linetii of Fig. 2.

'Fig. 7 is a transverse vertical sectional View takenon the line l"l' of Fig. 2.

Fig. '8 is a fragmentary elevational view taken on the line t--& of Fig. 7.

Fig.1) is a fragmentary side elevational View of a portion of the apparatus as shown in Fig. 1.

Fig. 10 is a fragmentary sectional view taken on the line liiii3 of Fig. 9.

Fig. 11 is a View similar to-Fig. but showing a modified form of construction.

Fig. 12 is a fragmentary sectional View taken on the line l2-l2 of FigQll. I

Fig. 13"is a'diagrammatic view of the entire fuel feeding apparatus.

A fuel feeding apparatus embodying the features ofthe invention is adapted to feed fuel to the cylin'd'erscf a multi-cylinder internal combustion' engine, particularly of the Clilllil'ilYlS Diesel type. While, in the drawings, I have shown apparatus adapted for use with a sixcylinder engine of this character, the invention, of course, is not limited to this particular numberof cylinders but may be used with any h ulticylin'der engine. The "apparatus-is also adaptablefo'r use with either a twoor four-cycle engine'of this type.

General description of the apparatus Inthe preferred construction, the apparatus is adaptedto*bemounted on the side of the engine'and to be driven thereby'so as to establish a timed relation between the operation of the parts of theapparatus with theoperation of the engine itself. lhe apparatus is enclosed in housing structure comprising a pair of housing members, one of Wihchis superirzipcsed upcn the other, the lower housingmember being indica ed at 29 (see Figs. 1' and 2) and the upper housing member being indicated at 2i. Suspended from the lower-housing member 2i] is a charging unit,

indicated generally at 22. The lower housing unit connect with another coupling member (not shown) driven at the speed of the crankshaft of the engine. In the present instance, the main drive shaft 24 is operated at the same speed as the crankshaft of the engine, for reasons which will more fully appearhereinafter. The other end of the shaft 24 extends into a flange member 28 secured to the lower housing member and is adapted for connection with a tachometer. When the tachometer is not used, a cap 29 is placed over the opening in the flange member 28 in which the end of the shaft 24 is located.

Generally described, the present apparatus comprises a charging unit 22 which draws fuel from a fuel tank 26 (see Fig. 13) and supplies such fuel under pressure to a distributor. The distributor is of the rotary disc type and comprises two sections, one section being a suction disc section, indicated generally at 21, and the other section being a discharge disc section 30. The fuel under pressure from the charging unit 22 is intermittently admitted through the suction disc section 21 to a variable delivery metering pump, indicated generally at 3 The metering pump 3| is of the piston and cylinder type and the suction disc section is timed to admit the fuel during the suction stroke of the metering pump 3|. During the delivery stroke of the metering pump 3|, the suction disc section 21 is closed to the flow of fuel so that the discharge from the pump is conducted to the delivery disc section 30, which functions to deliver the fuel to the respective engine cylinders.

The quantity of fuel delivered on each stroke of the metering pump 3| is controlled both by a governor and a manual control with the governor functioning at a low range and a high range and the manual control functioning through the intermediate range. The control apparatus also includes an overspeed stop device, either manually or automatically operated, by which the supply of fuel to the engine may be cut off in case of excessive speed.

Fuel charging unit The fuel charging unit, as heretofore mentioned, is adapted to draw fuel from the fuel tank 26 and comprises low and high pressure pumps, which are shown as being of the gear type. Thus, as shown in Figs. 1, 2 and 13, fuel is drawn from the tank 26 through a line 32, the latter being connected to a fitting 33 provided at the lower end of the charging unit 22. The flow of fuel through the line 32 is controlled by a check valve 34, preferably of the ball type. The line 32 connects with a pump body 35 in which a pair of gears 36 comprising the low pressure pump are located. One of the gears 36 is mounted on an idler shaft 31 journaled in the pump housing 35, while the other gear 36 is mounted on a drive shaft 40 extending upwardly from the pump housing 35 and into the lower housing 20. At its upper end, the shaft 40 is provided with a bevel pinion 4| meshing with a bevel gear 42 mounted on the main drive shaft 24 of the apparatus.

Fuel delivered by the low pressure gear pump 36 is conducted through a line 43 for discharge into a float chamber 44. The level of fuel within the float chamber 44 is controlled by a float 45 which operates a float valve 46 controlling the flow of fuel through the line or passage 43. The parts are so arranged that when the level of fuel within the float chamber 44 reaches a predetermined level, the valve 46 is closed to stop the flow of fuel through the passage 43. The pump 36, however, continues to operate and a by-pass valve 41 is provided to permit the discharge of fuel from the low-pressure pump 36 to return to the intake or suction side thereof without passing into the float chamber 44.

Fuel from the float chamber 44 is withdrawn through a line 5| by the high-pressure gear pump comprising gears 53 located in the pump housing 35 and mounted on the shafts 31 and 40. The discharge from the high-pressure gear pump 50 is conducted by a line 52 through a filter 53 and an overspeed stop valve 54 which will be more fully described hereinafter. From the overspeed stop valve 54, the fuel is conducted to a surge chamber header 55 comprising an enlarged and elongated passage formed in the lower housing member 20, as illustrated in Figs. 6, 7 and 10. The surge chamber header 55 is connected with the distributor, and particularly to the suction disc section 21 thereof, to supply fuel to the metering pump 3|.

Under no load conditions when the engine requires very little fuel, the high-pressure gear pump to tends to build up pressure in the line or passage 52 and the surge chamber header 55. To prevent excess pressure therein, a pressure control valve 55 is provided, which connects the discharge side of the gear pump 50 with the intake side so that some of the fuel can be by-passed therethroug h. Thus, a constant pressure of fuel is maintained within the surge chamber header 55 to supply the metering pump 3| through the suction disc section 21 of the distributor.

The distributor As heretofore stated, the distributor is adapted to admit fuel from the surge chamber header 55 intermittently to the variable delivery metering pump 3| upon the suction stroke thereof and to distribute the fuel discharged by the metering pump 3| to the respective cylinders, the distributor having the two rotary disc sections 21 and 30 for these respective functions. The suction disc section 21, of course, is open for the flow of fuel only when the distributing disc section 30 is closed, and vice versa. Each of the distributor sections comprises a flxed or stationary disc and a rotatably driven disc in face-to-face engagement, with passages formed in the respective discs to provide the desired connections therebetween.

As shown in Figs. 2, 6 and 13, the suction disc section 2! has a fixed or stationary disc 60 located in the upper housing member 2| but seated on the upper face of the lower housing member 20. The upper face of the stationary disc 60 is in engagement with a rotatably driven disc 6|. Fuel from the surge chamber header 55 is conducted into the stationary disc 60 through an upwardly extending passage 52 (see Figs. 6 and 13), which in turn communicates with an angularly shaped passage 63 located internally in the stationary disc 69. Extending upwardly to the upper face of the stationary disc 60 are a plurality of apertures 64 arranged in annular and equally spaced relation to each other and to another set of apertures 65, the apertures 64 being located on one side of the center line of the disc, while the apertures 65 are located on the other side.

The apertures 54 are adapted to be intermittently moved into register with an annular series of apertures 65 (see Figs. 2, 5 and 13) provided in the rotatable disc 6|. The apertures 86 communicate with an annular passage 61in the upper or rotatable disc 8!. The-annular passage 61 is preferably formed by cutting a groove in the disc ti and then closing it by a channel-shaped ring The apertures 66 are thus all in communi- 1 it. cation with each other and intermittently register with the apertures 64 in the lower or stationary disc 56. The apertures 66 also are adapted to register with the apertures 65 in the lower disc whenever any of them isin registry with the apertures 64, so that communication between the apertures 65 and'65 is established through the rotating disc 81 when the apertures in the respective discsare in registry. When the'apertures in the two discs are out of registry, then, of course, no fuel can flow fromthe apertures 64. through the rotating disc 6! to the apertures 65.

The apertures 65 inthe stationary disc Gt extend downwardly to communicate with an angularly shaped passage H, which in turn communicates with a U-shaped passage 12 formed in the lower housing member 20. The U-shaped passage l2 communicates with an upwardly extending passage 13 (see Figs. 3 and 13) formed in the upper housing member 2| and having an upper horizontally extending portion 14 openinginto the upper end of the cylinder 'of the metering pump 3!. A check valve 18 (see Fig. 13) may be mounted in the passage '13.

The rotating discs of the two distributor sections as well as the metering pumps! are adapted to be driven in timed relation to the engine. For driving the rotating discs of the distributor sections, a bevel pinion 75 (see Figs. 2 and 13) is mounted on the main drive shaft 24 and meshes with a bevel gear 16. The bevel gear 16 is journaled in antifriction bearings 11 carried in a downwardly extending sleeve portion at of the stationary disc 60. spline connection with a vertically extending shaft 8i extending upwardly through the stationary disc 60. The shaft 8-! is splined throughout its length and thus has a driving connection with the rotatable disc 6! so that the latter is rotated in timed relation to the operation of the engine.

On the discharge stroke of themetering pump 3f, the rotatable disc 6i has rotated sufficiently to move the apertures 66 out of registration with the apertures 64 and 65 so that no fuel can pass reversely therethrough. The fuel from the pump is, therefore, discharged through a passage 82 (see Figs. 3 and 13) extending horizontally in'the upper housing member 21' and positioned at an angle to the passage 14. The passage 82 serves to conduct the fuel from the metering pump 3! to the distributing disc section 30 of the distributor. The distributing section 30, as in the case of the suction disc section 21, comprises a fixed or stationary disc 83 and a rotatable disc 84 in face-to-face engagement with each other. The

' stationary disc 83 in the present instance is located above the rotatable disc 84 and serves as a cap or cover to close a cavity 85 (see Fig. 2) in the upper housing member 2! in which the distributor is located. The rotatable disc 84, located immediately-below the stationary disc 83, is provided with a counterbore 86 on its lower face in which a flange portion of a hub 8'! is positioned. The hub 81 is carried on and has a splined connection with the upper end of the spline shaft 8| so that it is driven thereby. 'To provide a driving connection between the hub 81 and the rotatable disc 84, a pair of diametrically- The bevel gear 16 has a opposite driving pins ilfl (see Figs z and 4) extend upwardlyfrom the flange-of the hub 81 'into therotatable-member 84. To hold the rotatable disc84 in engagement with the stationary disc 83, and similarly to hold the rotatable disc-6! of spring 9| thus forces the rotatable disc 6| downtionary disc -33 to prevent leakage of fuel between the'engaging faces of the respective-pairs of discs. Sincethe two rotatablediscs 61 and 84 are both driven by the spline shaft 8|, the spring 9| rotates with these two discs. In the particular arrangement'shownin-Fig. 2 of the drawings, the "spring 9 I ,at its" upper end, 'bears againstthe flange of the hubmember 8'! while its lower end' is'seate'd in a groove in thering-li] in the rotatable disc" 6|. The 'rotatable' discs 34 and'tl may'beenclosedby-a sleeve 88 fitting withinthe cavity 'in the upper housing member 2|.

For the distribution of fuel discharged bythe metering pump 35, it is tobe understood that on each delivery 'strokeof"'the metering pump a metered quantityoffuel' is to be delivered'to' one of the'cylinders of the engine, as determined by 'the'distributor disc sectiontfifi'lo this "end, the passage 82' for the discharge from "the metering pump St has an upwardly extending portion at its 'outer'end communicating with an inverted U-shaped passage '92 provided in the stationary disc 83 (see Figs. 2, 3 and'13). One arm 'ofthis U-shaped passage 92'is located centrally 'ofthe stationary disc and isadapted to'register with an aperture 93provided in the upper face of the rotatable disc '84. "The'aperture 93 communicates with a radially extending passage st in the rotatable disc't4 and this passage is provided with an upwardlyextending aperture 95 at its outer 'end.

The aperture 95;by the'rotation of-the disc 84, is'adapted tobe'moved successively into registry with 'an' annular seriesof vertically extending'passages 96 provided in the stationary disc 83.

There is onepassage 96 for'each cylinderof'the engine, and these passages, at their upper ends, are eccentrically enlarged, as 'atiiltoreceive a pipe fitting ltfi for COIlIlBcting, pipes or tubes ifii extending to the'fuel'injectors for therespective engine cylinders. *An inje'ctorof the type herein "contemplated is disclosed in the Cummins Patent No. 2,190,015, granted February 13,1940.

The rotation of the rotatable disc 84 is timed to move theaperture 95 into registry with one of the passages Eton each discharge stroke of the metering pump (it, so that fuel will thereby be supplied to the respective cylinders of the engine. Such registry of the aperture 95 with one of the passages '96 occurs at a time when the apertures 66 in the lower rotatable disc 6! are out of-registry with the apertures 64 and 55 in the lowerstationary disc 653. Fuel is thus intermittently-drawn into the metering pump 3| and discharged to the respective engine cylinders.

For priming the engine, a priming pump 98 (see Fig. 13) may be provided. The priming ,pump 98 has a line 99 connecting it to the fuel tank 26 so that fuel maybe withdrawn directly therefrom. In the presentinstancetheline 99 7 priming pump 98 connects with the line 52 extending to the filter 53 and through which the high-pressure gear pump discharges. Fuel from the priming pump 98 is thereby forced through the filter 53, the valve 54, and into the surge chamber header 55. From the latter, a branch 1ine or passage I08 extends, which is connected to the passage I3 leading to the metering pump 3|. A manually operated priming valve I09 controls the flow through the branch line I08 so that when the valve I09 is open, the fuel supplied by the priming pump 98 may be forced into the suction disc section 2? of the distributor through the passage I2, as well as into the metering pump 3| and the discharge disc section 30.

The metering pump 31 The quantity of fuel delivered to each cylinder through its injector on each power stroke of the engine is determined by the metering pump 3I to control the speed of operation of the engine. The metering pump 3I is thus of a variable delivery type. While the quantity of fuel delivered by the metering pump might be varied by providing a pump having a constant stroke with means for bleeding off predetermined portions of the fuel on each delivery stroke, I prefer in the present instance to utilize a variable-stroke pump to control the quantity of fuel delivered on each stroke. The pump in the present instance comprises a cylinder I02 (see Figs. 2, '7 and 13) mounted in a pocket formed in the upper housing member 2|. The cylinder I02 is retained within such pocket by means of a nut I03 threaded in the housing member 2I and having a shoulder abutting the lower end of the cylinder I02. Operating within the cylinder I02 is a piston E04 which, in the present instance, is cupped at both ends. The piston I04 is urged downwardly on its intake stroke by the charging pressure of the fuel. The upper end of the cylinder has a reduced portion I06 and the intake and discharge passages '54 and 82 open into this reduced portion.

The piston I02 is adapted to be actuated on its discharge stroke by a pitman I01. To permit the pitman I? to pivot relative to the piston I04, the upper end of the pitman I01 is ball-shaped, as shown at III), to bear in a pocket formed in the lower cupped nd of the piston.

The pitman I0I is adapted to be driven from the main drive shaft 24 by a novel drive structure which permits variation in the stroke of the piston from zero to a predetermined maximum to vary the quantity of fuel supplied to each cylinder, and thus to control the speed of the engine. Generally described, the pitman is adapted to be actuated by a lever operated in turn by a cam on the main drive shaft 24, with the pitman adjustable relative to the lever between a point which coincides with the pivotal axis of the lever where no motion is imparted to the piston, to a point at a predetermined maximum distance from the pivotal axis of the lever for the maximum stroke of the niston.

To accomplish this end, the pitman I01, at its lower end, is bifurcated as at III (see Figs. 2, '7 and 13) and carries a roller H2 journaled in its lower end. The roller H2 is adapted to engage a runway IE3 in the form of an arcuate plate mounted between the side arms of a bifurcated rocker lever H4. Each arm of the bifurcated rocker lever I I4 is provided with a trunnion H5 mounted in a bearing bracket H6 fixed in the lower housing member 20. To actuate the rocker lever H4, a cam roller I is mounted between the arms thereof at its lower end to engage a cam I2I formed on the main drive shaft 24. For a four-cycle engine where the fuel is to be delivered to each cylinder for every other revolution of the engine, the cam I2I is provided with one half the number of lobes as there are cylinders, with the main drive shaft 24 rotating at the same speed as the engine. In the present instance, the apparatus is shown as adapted for operation with a four-cycle, six-cylinder engine, and the cam I2 I, therefore, is provided with three lobes for actuating the rocker lever H4. The roller I20 is held in contact with the cam I2I by means of a spring H'I bearing at one end against a seating member I I8 carried by the arms of the rocker lever I I4 and at its other end against a cap I9 threaded in an opening in the lower housing member 20.

To vary the stroke of the piston of the pump 3i between zero and a predetermined maximum, the runway I I3 extends from a point adjacent the pivotal axis of the trunnions I I5 outwardly therefrom in a direction generally perpendicular to the pitman I01. The roller H2 journaled in the pitman I01 is adapted to be adjusted along the runway H3 from a point where its axis coincides with the axis of the trunnions H5 for zero fuel delivery, since at that point no reciprocation will be imparted to the piston I04, to a point adjacent the outer end of the runway I I3 where maximum fuel delivery will occur. To limit such adjustment of the roller H2, the rocker lever H4 carries a pair of stops engageable by the roller H2, each stop comprising a bar mounted between the arms of the rocker lever H4. In the present instance, when the roller I I2 is moved inwardly toward the axis of the trunnions H5, its position coincident with such axis is limited by a tubular member I22 (see Fig. '7) carried on a bar mounted in the two arms of the rocker lever H4. For the maximum fuel position of the roller I I2, the stop comprises a flanged tube I23 mounted on a bar extending through the arms of the rocker lever I I4 with the flange of the tube I23 engageable'by the roller H2 at the desired maximum fuel delivery position. Thus, by shifting the roller H2 between its two limiting positions, the stroke of the piston I04, and consequently the quantity of fuel delivered by the metering pump 3|, can be varied between zero and a maximum.

Control of the fuel delivery by the metering pump 31 As heretofore mentioned, the control of the fuel delivered on each stroke of the metering pump 3| is effected by a combined governor and manual control mechanism. The governor, indicated generally at I24 in Figs. 2 and 13, includes a vertically extending drive shaft I25 on the upper end of which is shiftably mounted a collar I20. The collar I26 is adapted to be shifted vertically in response to the action of the governor.

The collar I26 does not rotate with the governor drive shaft I25 but is journaled thereon by means of an antifriction bearing I2'I. Mounted at diametrically opposite points on the collar I26 is a pair of blocks I30 engaged in the arms of a. yoke I3! (see Figs. '7 and 13). The yoke is rigidly connected to a rockshaft I32 located in the upper part of the upper housing member 2 I. The rockshaft I32 also carries an intermediate lever I33 to which is connected an extensible link I34 which is in turn connected to a main control lever I35. The main control lever I35 is pivotally supported by a manually adjustable eccentric I 36 which will be more fully described hereinafter. The main control lever I35 in turn is connected by a link I3? to the pitman ll'i, the link I3l extending substantially at right angles to the pitrnan Iii? so that, upon swinging movement of the main control lever I35, the-pitman It? will be swung about its ball connection with the piston IM to move the swings the lever I33 which, through the link I34;

actuates the main control lever 535 to swing the pitman to the left, as viewed in Fig. '7, so that the roller II2 thereon moves toward the pivotal of the rocker lever II4. Such adjustment of the pitman It)? reduces the stroke of the piston, since the roller H2 is moved toward the pivotal axis of the rocker lever H4, and less fuel isthereby delivered to the cylinders. Should the speed of the. engine fall below the predetermined maximum, the collar I26 moves upwardly on the governor shaft I25 to actuate the control mechanism in the opposite direction, thereby moving the roller II2 of the pitman. it! outwardly along the runway H3 to increase the amount of fuel delivered to the cylinders of the engine. The main control lever I35, after one or two swings, stabilizes to hold the roller H2 in an adjusted position on the runway I I3 so that constant de livery of fuel to the cylinders is thereby effected and the. engine runs smoothly.

Under normal conditions, the link I 34 func tions as a non-extensible fixed link. However, under some circumstances, it is desirable to permit the link I 34 to expand to prevent damage to other cooperating parts. For example, when a truck equippedwith an engine having a fuel control apparatus of the character herein described moves on a downhill grade, the manual control eccentric I36 is set for idle speed. How ever, because of the grade, the engine speed may be greater than normal idling speed. The governor, in such case, tends to reduce the quantity of fuel supplied to the engine and, through the linkage just described, shifts the roller I I2 of the pitman I01 into engagement with the stop 522 which is the point where the axis of the roller II2 coincides with the axis of the trunnions I of the rocker lever I I4. If the downgrade is sufficient to continue to increase the engine speed, the governortends to shift the linkage still farther in the same direction. The roller I I2, however, cannot be moved beyond the pointof zero fuel delivery since at that point it is in contact with the zero fuel stop I22. Under such conditions, the link I34 is permitted to expand so that the rest of the linkage will not be damaged or broken.

To this end, the link I34 comprises a pair of members I40 and MI (see Figs. '7 and 13) respectively connected to the main control lever I35 and the lever I33. The member MI is tubular in form, while the member Mt is in the form of a plunger telescoped within the tubular member I4I. To prevent the two members I49 and MI from spreading apart under normal operation, they are connected by a spring M2 threaded at each end on the respective members. The spring I42 has a spring load of such size that during normal operation of the linkage, no expansion is permitted. However, under the circumstances just described, the spring I42 expands to. permit the roller I22 to remain at its zero fuel position against the stop I22, while the rockshaft I32 and .lever I33 are swung by the overnor.

The governor I24 comprises a pair of lowspeed governorweights I43 positioned on opposite sides of the drive shaft I25, and a pair of high-speed governor weights I44, also positioned at opposite sidesof the governor shaft I25 but spaced from the low-speed weights I43. The weights. M3 and I54 are pivotally mounted on a rotating carrier I45 carrying the shaft I25. The upperend of the shaft I25 is steadied by a support I 23. secured over an opening in the upper housing. member 2! with a cover I28 secured over the support 128.; The rotating carrier I45 is supported .in an. antifriction bearing I45 mounted in the lower end of the upper housing member 20 andhas a .bevel pinion I l! mounted on its lower end below the bearing I ie and meshing with. the bevel gear. 42 on the main drive shaft 24.. The bevelgear 42, it will be recalled, is also utilized to drive the lowand high-pressure gear. pumps of the charging unit 22. The governor is thus driven in a predetermined speed relation with the engine.

The rotatingcarrier I45, at its upper end, carries. a retainer shell I55] which functions to limit outward swinging movement of the lowspeedweights I43, as well as to limit outward swinging .-movement of the high-speed weights I44- Theweights I43 and I44, at their upper ends, have inwardly extending arms I5I bearing on anoutwardly extending .fiange portion of a collar I52- The collar I52 is slidably mounted on the governor shaft I25 and is secured. to the antifriction bearing I21 supporting the collar I25, The weights. I43 and I44, when swung outwardly by the action of centrifugal force, thus tend to move the collar. I52 downwardly along the shaft I25 to actuate the collar I26. Downward movement of the collar I52 is resisted by a low-speed governor spring I53 bearing against an intermediate collar I54 mounted on the shaft I25 with the intermediate collar I5 l bearin against a high-speed governor spring I55 seated on the rotatable carrier I 45. In the lower ranges of speed, the low-speed governor weights I43, which are heavier than the high-speed weights I44, swing. outwardly under centrifugal action to move the collar I52 downwardly on the shaft I25compressing the low-speed spring I53. At a predetermined speed, the low-speed weights Hi3 engagethe retainer shell I5t and are prevented from further outward movement. At the predetermined maximum, the high-speed governor weights I44 take over control of the mechanism and, upon moving'outwardly to depress the collar I52, compress the high-speed governor spring I55. As the speed of the engine lessens, obviously the springs I53 and I55 expand to move the collar I52 upwardly and correspondingly operate the the linkage controlling the stroke of the piston H14 01 the metering pump.

Thehand control eccentric I35, as mentioned hereinbefore, pivotally supports the main control lever I35 and is adjustable to determine the speed at which the governor regulates the engine. The eccentric I36 is formed on a shaft I56 (see Figs. 3. '7 and .13). rotatably mounted in the upper housing member 2I and extending externally thereof at the right-hand end of the housing member 2|, as viewed in Figs. 2 and 3. On the outer end of the shaft I55 is a manually operable lever i515. By rotating the shaft I56 counterclockwise, as viewed in Fig. 1, the eccentric I36 moves the pivotal axis for the main control lever use to the left, the connection of the link I34 with the main control lever I35 functioning as a fulcrum in this instance. The lower end of the main control lever I35, therefore, is swung to the left to move the roller II2 of the pitman I01 towards its zero fuel position. Thus, swinging the shaft I56 by the manual control lever I51 in this manner will reduce the speed of the engine while rotation of the shaft I56 in a clockwise direction, as viewed in Fig. '1, will shift the roller ii 2 toward its maximum-speed position to increase the speed of the engine. At any point of adjustment of the manually operated lever I51, the governor assumes control if the engine exceeds the predetermined maximum speed.

Rotative movement of the shaft I56 and the consequent shifting of the eccentric I36 is limited both for maximum speed and for zero speed or stop position. The apparatus also includes means for indicating when the shaft I56 is turned to the idle-speed position for the engine, so that the manually operated lever I51 may be readily turned to an idle-speed position without necessitating an accurate adjustment thereof each time that it is operated. To effect these results, the eccentric I36 carries an abutment in the form of a radially extending pin I60 (see Figs. '7 and 8). To limit the swinging movement of the eccentric I to a maximum-speed position, a stop comprising a screw I6I is mounted in the upper housmember 2I in the path of the pin I60 for engagement thereby at the maximum-speed position. The screw I6I thus limits the swinging movement of the eccentric I36 in one direction. The screw I6I may be adjusted to properly determine this position, which, of course, corresponds to the point at which the roller II2 on the pitman I61 engages the maximum-speed stop bar I23.

When the eccentric I36 is swung in the opposite direction to move the roller II2 toward the zero-speed position, means is provided to be engaged by the pin I66 at the idle-speed position for the engine. In the present instance. such means comprises an idling lever I62 pivotally supported at I63 by one of the bearing brackets I I5 carrying the trunnions I I5 of the rocker lever H4. The idling-lever I62 extendsin a generally vertical direction and its upper end I64 is positioned in the path of the pin I66 for engagement thereby at the idling-speed position. To determine this position of the lever I62, the lower end of the lever is engaged by a spring-pressed plunger I65 having a ball-shaped head I66 fitting in a socket in the lower end of the lever. The spring-pressed plunger I65 tends to swing the lever I62 counterclockwise, as viewed in Fig. '7. To prevent the lever I62 from being swung beyond the proper point for engagement by the pin 66 at idling speed, a stop in the form of a screw I61 is mounted in the lower portion of the bearing bracket II6 to engage a sidewardly projecting portion I10 on the lower end of the lever I62. By adjustment of the screw I61, the proper position of the idling lever I62, and consequently the position at which it is engaged by the stop pin I60 for idling speed, is determined. The manually operable lever I51 may, therefore, be swung to rotate the eccentric I36 to the proper position for idling speed of the engine.

To shut off the flow of fuel to the engine by means of the manually operable lever I51, further swinging movement of the eccentric I36 in a counterclockwise direction. as seen in Fig. 7, causes the pin I60 to swing the idling lever I62 clockwise away from the stop screw I61 to move the spring-pressed plunger I65 to the left. To prevent movement of the eccentric I36 beyond the position where the roller H2 is in the zerospeed position and in engagement with its stop I22, the end I64 of the lever I62 is provided with a screw I1I adapted to engage a block I12 mounted on the bearing bracket I I6. By adjustment of the screw "I in the upper end I64 of the lever I62, the proper position for the lever corresponding to the zero fuel position of the roller H2 is determined. The eccentric I36 is thus limited in its swinging movement between the zero-feed position and the maximum-feed position with engagement of the stop I60 with the lever I62 effected at the point of idling speed to indicate clearly to the operator when such idling-speed position is attained.

overspeed stop device The fuel feeding apparatus disclosed herein also includes as one of its features an overspeed stop device for shutting off the flow of fuel to the engine, should the engine attain an excessive speed. The overspeed stop device may be either automatically and manually operated or may be constructed for manual operation alone, depending upon the use to which the engine is put. For example, the combined automatic and manual control may be used in the case of an engine operating a generator, locomotive, power shovel, or any marine use. When the engine is used in a motor truck, however, an overspeed stop device which provides only for manual control is used since, if the engine attained an excessive speed when the truck was going downhill, it would be obviously undesirable to shut off operation of the engine at such time automatically. The overspeed stop device as shown herein is adapted to effect closure of the valve 54 located in the line 52 extending from the high-pressure gear pump 50 to the surge chamber header 55.

The combined automatically and manually controlled type of overspeed stop device is illustrated in Figs. 1, 2, 9, 10 and 13. To operate the device and effect closure of the valve 54, the centrifugal action of a weight is employed. Thus, as shown particularly in Figs. 2 and 10, a weight I13 is mounted in the hub I14 of the bevel gear 42. The weight I13 is provided with a stem I15 extending diametrically through the portion of the shaft 24 lying within the hub I14. The end of the stem I15 opposite the weight I13 is provided with a nut I16 having a flange engaging a, spring I11 extending about the nut and located in a pocket formed in the hub I14 and shaft 24. The spring thus tends to draw the weight I13 inwardly relative to the shaft 24 and hub I14. When the speed of rotation of the shaft 24 exceeds a predetermined value, the weight I 13 moves outwardly therefrom, against the action of the spring I11, in response to the centrifugal force exerted by such rotation.

Mounted adjacent the shaft 24 at the point where the weight I13 is located, is a detent I80. The detent I is generally T-shaped (see Fig. 10) and is pivotally supported by a pin I8I mounted in a bracket I82 secured on the face of the lower housing member 20 and extending through an aperture I83 therein. One end of the head of the T-shaped detent I86 lies in the path of the weight I13 to be engaged thereby when the latter moves outwardly from the shaft, causing swinging movement of the detent about the pin 585. The other end of the head of the T is provided with a laterally bent portion I254 engaging a shoulder I85 on a nut threaded on the stem of the valve 54. The valve 54 is urged towards its closing position by a coiled spring I88 so that thedetent normally holds the valve in an open position against the action of the. spring its. However, when the weight I13 engages the detent Hit and swings it about its pivot pin ISI, the laterally bent portion ass moves away from the shoulder I85 to permit the spring I86 to close the valve 54.

When the valve 56 has been closed by the operation of the weight I13, it remains closed until manually reset in its open. position. Forv this purpose, a plunger I99 is mounted in the bracket I82 and is urged into engagement with the laterally extending portion I84 of the detent I86 by a spring lei. The spring IQI thus tends to swing the detent 58s to its normal position where it is again ready for engagement by the weight I13. However, since the valve 54 has moved to its closed position, the shoulder its at that time is not in position to be engaged by the laterally extending portion I84 of the detent. To open the valve E i and to move the shoulder I85 into position for engagement by the detent, a reset button its is secured on the outer end of the stem of the valve Such button may be pulled outwardly to permit engagement of the detent with the shoulder 585, thus holding the valve 54 open.

The detent Hid may also be disengaged from the shoulder its to permit closure of the valve E l by means of a hand control. To this end, the intermediate portion of the T-shaped detent Iiill adjacent the pivot pin Isl is provided with a lug I93. The lug I93 is engageable by a semicircular cam boss I9 3 provided on the end of a member I95 rotatably mounted in the bracket I82. The member I95, at its outer end, carries a manually operable lever Hit by which the member I85 may be rotated. The free end of the lever I96 is adapted for connection with a cable, by which it may be operated. Upon rotation of the member W5, the cam boss led, by its engagement with the lug its, causes swinging movement of the detent I89 about its pivot pin It! to disengage the detent from the shoulder i535. Thus, closure of the valve 5% may be effected manually. Resetting of the valve 5s and the detent lSil is effected in the same manner as described above.

The overspeed stop device which may be operated only manually, for use in trucks, is shown in Figs. 11 and 12. In this instance, the valve 54 is provided with the nut having the shoulder ltb and with the stem reset button I92. The detent in this instance, however, comprises a plunger Zflil angularly positioned relative to the valve stem and urged into engagement with the shoulder E85 by a spring am. The plunger is slidably mounted in a bracket 2% and extends outwardly therefrom so that its outer end may be connected to a manually operable cable or the like. After operation of the plunger 20!! to disengage it from the shoulder I85, the spring operated valve 54 closes under the action of its spring. For resetting, the spring Zill urges the plunger 2% inwardly toward the shoulder I85 and, as soon as the reset button I92 is pulled to open the valve 54, the lunger 20c will reengage the shoulder I85 and hold the valve 54 in its open position.

I claim:

for an internal combustion engine, said distributor comprising a pair ofrotary devices, one'of said devices being adapted to be connected to a fuel metering pump and to the cylinders of the engine for distributing to the respective cylinders the fuel delivered by said pump, the other of said devices comprising a stationary disc and a rotatably driven disc in face-to-face engagement, said stationary disc having a pair of passages respectively adapted to be connected to a source of fuel under pressure a1 osaid pump and a plurality of op eaten lg from said passages to-its engaged face, said driven disc having an annular passage a plurality of openings extending therefrom to its engaged faceand adapted to successively and. intermittently register With the openings inthe stationary disc to intermittently connect said source with said pump.

2. A distributor for a fuel feeding apparatus for an internal combustion engine, said distributor comprising a pair of stationary discs mounted in spaced concentric relation to each other, a pair of rotatable discs interposed between said stationary discs concentrically therewith and in spaced relation to each other, a drive shaft extending through one of said stationary discs and connected to both of said rotatable discs, and a spring interposed between and bearing against said rotatable discs for holding them in faceto-face engagement with the respective stationary discs, one 0;" said stationary discs and its associated rotatable disc having passages adapted upon rotation of said shaft to intermittently connect a source of fuel under pressure with a metering pump, and the other of said stationary discs and its associated rotatable disc having passages adapted for intermittently connecting said pump with the respective cylinders of the engine.

3. A distributor for a fuel feeding apparatus for an internal combustion engine, said distributor comprising a pair of stationary discs mounted in spaced concentric relation to each other, a pair of rotatable discs interposed between said stationary discs concentrically therewith and in spaced relation to each other, a shaft splined throughout its length and having a driving gear mounted on one end thereof, said shaft extending through one of said stationary discs and its associated rotatable disc and connected to the latter, the other end of said shaft being connected to the other rotatable disc, and a coiled spring extending about said shaft and hearing at its respective ends against said rotatable discs to hold them in face-to-face engagement with the respective stationary discs, one of said stationary discs and its associated rotatable disc having passages intermittently moved into register to connect a source of fuel under pressure with a metering pump, and the other of said stationary discs and its associated rotatable disc having passages intermittently moved into register to connect said pump with the respective cylinders of the engine.

4. A distributor for supplying fuel from a source of fuel under pressure to a fuel metering pump and from said pump to the respective cylinders of a multicylinder internal combustion engine, said distributor comprising a pair of rotary devices, one adapted to be connected to said pump and to the cylinders for intermittent- 1y supplying fuel to the respective cylinders, and the other device being adapted to con- 15 nect said pump with said source intermediate the periods when said pump is connected to the respective cylinders by said one device, said other device comprising a stationary disc having two passages, one adapted to be connected to said source and the other adapted to be connected to said pump, each passage having a set of holes opening at one face of the stationary disc with the holes of the two sets arranged in an annular series, and a rotatably driven disc in face-to-face engagement with said stationary disc and having a passage provided with an annular series of holes opening at the engaging face of said driven disc, the holes in both of said annular series being positioned so that a plurality of holes in said driven disc are simultaneously moved into and out of register with a plurality of holes of each of the passages in said stationary disc, whereby fuel may flow freely 16 from said source to said pump through said passages during the angle of rotary movement of said driven disc required for moving the holes into and out of register.

HANS L. KN'UDSEN.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,739,747 Aslakson Dec. 17, 1929 1,846,654 Prechtel Feb. 23, 1932 1,874,890 Burton Aug. 30, 1932 2,001,126 Cummins May 14, 1935 2,210,067 Cummins Aug. 6, 1940 2,274,609 Edwards Feb. 24, 1942 2,283,242 Van Der Walt May 19, 1942 2,322,181 Vincent June 15, 1943 2,361,399 High Oct. 31, 1944 

